For Sale

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By duPont REGISTRY – October 23, 2026

Elferspot Spotlight: 996 GT3 Clubsport, 959 Komfort and Carrera 3.0 Backdate

This week’s Elferspot selection leans hard toward cars you’d actually want to drive. There’s a one-owner 996.2 GT3 Clubsport that has just been through a long list of Porsche Centre maintenance, a 959 Komfort showing about 13,000 kilometers after a mechanical refresh by Bruce Canepa, and a Signal Yellow Carrera 3.0 backdate whose engine and drivetrain go well past what the bodywork suggests. The common thread is the recent work. A badge tells you what a car was when it left the factory. The service history, the specialist work and the dyno sheet tell you what it is today, and all three of these cars have plenty to say. 2004 Porsche 911 GT3 Clubsport in Carrara White GALLERY-EMBED You won’t find one spectacular option on this GT3. The appeal is in how much lines up at once. It’s a 2004 Clubsport in Carrara White over black fabric with a single ownership entry, no accident history and 54,256 kilometers on the clock, and it pairs the six-speed manual and rear-wheel drive with PCCB. Porsche sharpened the GT3 considerably for the 996.2. For 2003, output rose to 381 PS, the rev limit went to 8,200 rpm, and PCCB became available on the GT3 for the first time. The Clubsport package then added a bolt-in roll cage and further safety equipment, which draws a direct line from this road car to Porsche’s GT3 competition program. The maintenance is what makes this one ready to use. Porsche Centre Vaughan lists the 90,000-kilometer service, new ignition coils, transmission maintenance, front inner tie rods, a four-wheel alignment, new tires and fresh PCCB pads. If I were buying a 996 GT3 to drive, that’s the kind of list I’d want to see. A Manthey short shifter has been fitted, and the car currently runs an aftermarket exhaust, but the original system is included for anyone who wants to return it to stock. Porsche Centre Vaughan in Ontario is asking USD 142,900. View Listing 1987 Porsche 959 Komfort With Recent Canepa Work GALLERY-EMBED Every 959 is rare, and Porsche built just 292 series-production examples. What sets this one apart is roughly 13,000 kilometers and a recent mechanical refresh by Bruce Canepa that ran past USD 95,000. It’s a matching-numbers, accident-free Komfort in Silver Metallic 980 over Dark Grey Metallic leather, with the 959’s characteristic tri-color seat inserts. According to the listing, the car was delivered new to Japan and came into the United States in 2003 under the federal “Show or Display” exemption. Canepa’s work in late 2024 included the installation of manually adjustable coilover suspension. That’s worth a pause, since the 959’s adjustable suspension was part of what put it so far ahead of its time. The good news is that every original component removed during the work comes with the car, so the next owner gets to decide. The rest of the specification still explains why Porsche treated the 959 as a rolling development program. Its 2.85-liter M959/50 flat-six uses four-valve cylinder heads and sequential twin turbochargers to make 450 PS, which goes through a six-speed manual and Porsche’s electronically controlled PSK all-wheel-drive system. ABS and extensive use of lightweight materials put it years ahead of most road cars of its day. For me, though, the Canepa work is the real hook. It separates this example from a 959 that has spent decades sitting in a collection. Hatch Motors is asking USD 2,600,000. View Listing 1977 Porsche 911 Carrera 3.0 Backdate With a Rusnak-Built Engine GALLERY-EMBED Signal Yellow and a ducktail do most of the talking from across the lot. Get closer, though, and this 1977 Carrera 3.0 backdate has a lot more going on than its RS-inspired looks let on. The car was originally Light Yellow and has been refinished in Signal Yellow, with a steel long hood, early lighting and bodywork built around its original Carrera 3.0 rear flares. The engine is the real story. Rusnak Air-Cooled built the replacement 3.0-liter 930/10 flat-six in 2018 and 2019, with Weber 46 IDA carburetors, custom camshafts, 9.5:1 CP pistons and MSD ignition. On the dyno it made a documented 221 hp and 199 lb-ft. Behind it sits a 915 five-speed manual with an OS Giken limited-slip differential and a Sachs clutch, and stainless headers feed a Dansk sport muffler. Green Bilstein dampers, rebuilt front brakes and staggered Fuchs take care of the rest. Inside, the rear seats are gone, and fixed-back buckets, an early-style dashboard, an RSR steering wheel, silver-button instruments and Sportex rally timers set the tone. The paperwork is strong, with a Porsche Production Specifications certificate, extensive service records, the dyno sheet and 2026 compression-test results. Go in clear-eyed on one point, though. Total mileage is unknown, the odometer shows around 1,300 miles and the title carries a non-actual odometer notation. This is a developed driver’s car rather than a factory-original collector piece, and judged on those terms, it’s a strong one. Pinnacle Motorgroup in College Station, Texas, is asking USD 157,500. View Listing

By Edward Jones – October 19, 2026

Elferspot Spotlight: Boxster 25 Years, 993 Turbo and 356 Carrera GT

The range on Elferspot is exceptionally broad this week. At the accessible end, there’s a Boxster 25 Years with a manual gearbox and just 6,699 miles. At the other sits a 1959 356 A Carrera GT, a road-registerable competition car from the years when Porsche was still working out what a GT car should be. In between is a Glacier White 993 Turbo carrying the factory upgrade to 430 PS. As usual, we’ve kept the history to what explains each car. The interesting part is the specification of the individual example, and all three have one worth talking about. 2021 Porsche 718 Boxster 25 Years With a Six-Speed Manual GALLERY-EMBED If you remember how Porsche presented the Boxster 25 Years at launch, this one will look familiar. It wears the anniversary model’s signature combination of GT Silver Metallic paint, Bordeaux Red leather, a matching red fabric roof and Neodyme-colored exterior details. Those colors deliberately reference the 1993 Boxster concept, so the car reads as a 25 Years from across a parking lot without needing an unusual Paint to Sample choice. The part enthusiasts will care about most is the gearbox. This example has the six-speed manual rather than PDK. Because the 25 Years was based on the 718 Boxster GTS 4.0, the manual is paired with the naturally aspirated 4.0-liter flat-six, rated at 394 hp in US specification and driving the rear wheels. PASM Sport suspension and Porsche Torque Vectoring with a mechanical limited-slip differential were standard. Porsche built 1,250 of these worldwide, and a manual car is the version I’d want. The options lean toward grand touring. The Premium Package brings ventilated seats, BOSE Surround Sound, Porsche Entry & Drive, Lane Change Assist and the Light Design Package, and the car also has power-folding mirrors, Power Steering Plus and body-colored supplemental safety bars. Front paint-protection film is already on. As for the odometer, 6,699 miles is low enough to matter to a collector but not so low that you’d feel guilty adding a few more. West Coast Exotic Cars in Murrieta, California, is asking USD 124,990. View Listing 1997 Porsche 911 Turbo WLS1 in Glacier White GALLERY-EMBED Glacier White over black leather is about as understated as a 993 Turbo gets, and at 14,732 miles, this one is unusually clean before you even reach the important line on the spec sheet. That line reads 430 PS. It’s Porsche’s factory WLS1 power upgrade, and it’s what separates this car from an already special group. The 993 Turbo brought two major changes to the Turbo line at once: twin turbochargers and permanent all-wheel drive. Porsche initially rated the 3.6-liter flat-six at 408 PS, then began offering a factory performance upgrade to 430 PS from the 1996 model year. Those extra 22 PS mattered at the top end. In period, the WLS Turbo was even faster flat out than the contemporary 430-PS GT2, with Porsche quoting 297 km/h, or about 185 mph. Everything else is classic 993 Turbo, including the six-speed manual and all-wheel drive. A standard car is already one of the defining Porsches of the final air-cooled generation. The factory upgrade narrows the field considerably, and the color and mileage make this a car for the collector who prefers quiet. Ryan Friedman Motor Cars in Glen Cove, New York, has it listed with price on application, so you’ll need to make a call. View Listing 1959 Porsche 356 A Carrera GT in Ruby Red GALLERY-EMBED Ruby Red over black sounds almost conventional for a 356. Then you get to the aluminum panels and the four-cam engine. This 1959 356 A Carrera GT was delivered new in Europe and is presented in its original Ruby Red 5702/Reutter 702 color configuration, and its Kardex file comes with the car. Lightness was the whole idea. Porsche used aluminum for the doors, front hood and engine lid, fitted lightweight alloy wheels and Perspex windows, and swapped the usual window mechanisms for simple leather straps. Bucket seats and thin felt carpeting followed the same thinking, and the dealer states that the Carrera GT was roughly 200 pounds lighter than the GS. For 1959, it also received an enlarged version of Ernst Fuhrmann’s four-cam flat-four, now 1,587 cc and good for roughly 115 to 120 hp depending on which period figure you go by. The model kept its Carrera GS lineage in the name even after the engine grew past the original 1.5 liters. What strikes me is how familiar the formula feels. Porsche sold the Carrera GT as a road-registerable competition car alongside the more comfortable Carrera de Luxe, and anyone who has followed the GT3 and GT3 RS will recognize the thinking. Porsche was working it out decades before either existed. The seller says just 31 Carrera GTs were produced. We’ll leave that figure with them, but this car’s rarity hardly needs help. Animoya Garage in Pontiac, Michigan, is asking USD 750,000. View Listing

By duPont REGISTRY – October 09, 2026

Elferspot Spotlight: GT2 RS, IROC RSR and Sport Classic

This week's first highlight from Elferspot is a 700-hp GT2 RS ordered in a Lamborghini color, then finished with an almost obsessive amount of matching detail inside. The second is a 1974 IROC RSR that won both races it ever started in the series, first with George Follmer and then with Mark Donohue, before Al Holbert took it on to win again. And the third is a 992 Sport Classic in Paint to Sample Auratium Green, which might be the most interesting way we've seen anyone spec Porsche's rear-drive, manual, twin-turbo oddity. As always, we've kept the history to what matters for each car. This week's trio: three definitions of special, told through paint, provenance and the option list. 2018 Porsche 911 GT2 RS in Azzurro Thetys Metallic GALLERY-EMBED Azzurro Thetys Metallic comes from Lamborghini's palette, not Porsche's, and that alone sets this GT2 RS apart from the many low-mileage examples already tucked away in collections. It's a Paint to Sample car with 1,783 miles, and the first owner clearly didn't stop at the paint. The Weissach Package magnesium wheels have their outer rims finished in the body color. The same blue turns up again on the air-vent slats and even the key fob. Black leather and Alcantara are stitched in Platinum Grey across the seats, steering wheel, dash and door panels, with yellow picking out the headrest embroidery, the steering-wheel marker and the lightweight door pulls. The illuminated door sills carry the 6:47.3 Nürburgring lap time, in case anyone forgets what this car was built to do. Underneath all that detail is the familiar recipe: a 3.8-liter twin-turbo flat-six making 700 hp, a seven-speed PDK and rear-wheel drive, with the listing describing the drivetrain as matching numbers. Front-axle lift, BOSE Surround Sound and the Light Design Package take a little of the edge off daily use, and the nose is protected with PPF. Here's the honest bit. A low-mileage GT2 RS isn't hard to find anymore, and plenty of them have covered fewer miles than this one. What you won't easily find is one where the color runs through the whole car instead of stopping at the bodywork. Azzurro Thetys on a 911 is a bold call and won't be for everyone, but nobody is mistaking this one for another GT2 RS. View Listing 1974 Porsche 911 Carrera RSR 3.0 IROC, chassis 0124 GALLERY-EMBED Roger Penske's first International Race of Champions put twelve of the world's best drivers into identical Porsches, told apart only by their colors so the crowd and the TV audience could follow along. Porsche built fifteen RSRs for it: twelve to race and three spares. Chassis 9114600124, the black car, started out as one of those spares. Damage from the opening race at Riverside put it on the grid for Race Two, where George Follmer started ninth and won. The next day Mark Donohue took it from pole and won again. Two starts, two wins, which is why you'll often hear 0124 called the most successful IROC RSR of the lot. Al Holbert bought it after the Daytona finale and raced it through 1974, winning at Road Atlanta, Lime Rock and Mid-Ohio and finishing second overall at Daytona later that year. Then a testing accident in December did serious damage. Holbert moved the usable mechanical parts into another shell for his 1975 season, and what was left of 0124 went into storage for decades. That last part matters, so it's worth being clear about. In 2008 a German collector bought the remains along with the documentation and the rights to the serial number, and used them as the basis for a full restoration. What's on offer is a car rebuilt from damaged original remains, not a preserved survivor, and the parts Holbert salvaged went elsewhere. The seller says there are no competing claims to the 0124 identity, and it's that unbroken thread of chassis, serial number and paperwork that lets you follow the story at all. Recently serviced by Retro Sport in Richmond, California, it wears new Michelin TB15s and is described as fully streetable, with a 330-hp 3.0-liter flat-six and a manual gearbox. An onboard fire system is already fitted if you'd rather take it back where it belongs. There's a video on this one, too, and it's worth a few minutes. View Listing 2023 Porsche 911 Sport Classic in Auratium Green GALLERY-EMBED The 992 Sport Classic is one of the stranger things Porsche has built lately, and we mean that as a compliment. It borrows the Turbo's wide body and 3.7-liter twin-turbo flat-six, sends 550 PS (about 543 hp) only to the rear wheels, and makes you shift it yourself through a seven-speed manual. Just 1,250 were built. PCCB, rear-axle steering, PDCC and Sport Chrono all came standard, and the fixed ducktail points straight back at the Carrera RS 2.7. Most of them wear Sport Grey with the double stripes, which is a big part of the appeal. It's also why so many of them look alike. This one went another way. Paint to Sample Auratium Green sits over the Heritage Design Classic Black interior with Pepita seat centers, and since Porsche didn't offer the double stripes with PTS paint, number 21 side graphics do some of that period work instead. We'll admit the combination works better than we expected. The green leans vintage without sliding into costume. The first owner also ticked a long list of comfort and tech boxes, from Burmester High-End Surround Sound and Night Vision Assist to Exclusive Design taillights, lightweight noise-insulated glass and Power Steering Plus, with leather carried onto the trim inlays and inner door sills. It has 3,028 miles and full-body PPF. At USD 719,990 you're paying well beyond the original sticker, and some of that premium is the color. If the usual grey Sport Classic leaves you a little cold, though, this is the one to look at. View Listing

By duPont REGISTRY – September 25, 2026

Elferspot Spotlight: A Certified Carrera RS 2.7, 993 GT2 and a GT2 RS Weissach

Every so often the listings line up and tell a story without much help from us. This week it's the story of two badges. RS first went on a 911 for 1973, on a lighter, sharper car Porsche built so it could go racing. GT2 arrived in the mid-1990s on a stripped, rear-drive 993 Turbo built for exactly the same reason. By 2018, Porsche had put both names on one car. All three are on Elferspot right now, and all three sit at the far end of the market, where the car is only part of what you're paying for. The rest is paperwork. These listings come with very different amounts of it, from a Porsche Classic certificate issued this summer to a detailed spec sheet and not much else, so we've been straight about where each one stands. The first 911 RS, the first GT2 and the car that finally wore both badges. 1973 Porsche 911 Carrera RS 2.7 Touring GALLERY-EMBED Porsche needed 500 of these to homologate the 911 for competition, and buyers had other ideas. Demand pushed production to 1,580 cars, most of them in M472 Touring trim, which kept the RS running gear but gave back a properly finished road-car interior. The formula was simple enough: a 210 PS Type 911/83 flat-six, less weight, wider rear arches and that ducktail. Chassis 9113601491 was built on June 14, 1973, late in the run, in Signal Yellow over black leatherette. It keeps its matching-numbers engine and Type 915/08 five-speed, and the factory equipment includes Recaro sport seats on both sides, headrests and H3 auxiliary lamps. What really makes this car is the paperwork Porsche produced for it in July. An authorized Porsche Classic Partner in Japan, where the car sits now, inspected it and issued a Technical Certificate confirming the chassis, engine and transmission numbers, the Signal Yellow body and roof, the interior and the Touring specification. The body showed no visible damage, overall condition was rated excellent, and every mechanical area inspected passed without anything flagged for corrective work. For a 2.7 RS changing hands across borders, that carries more weight than any amount of seller enthusiasm. You aren't taking anyone's word for the numbers, because Porsche checked them a couple of months ago. A certificate tells you what a car is rather than where it has been, though, so the ownership story is still the conversation to have. And if you're buying from the US, budget for getting it home from Japan. View Listing 1996 Porsche 911 GT2 GALLERY-EMBED Porsche named the GT2 after the racing class it was built for, and the road car made very little effort to hide it. Starting from the 993 Turbo, Porsche deleted the all-wheel drive and cut around 205 kg (452 lb) in total, then added bolt-on arch extensions, a large fixed wing and a much harder chassis setup. It weighed 1,295 kg, about 2,855 lb, with 430 PS (424 hp) from the twin-turbo 3.6 going to the rear wheels alone through a six-speed manual. Porsche built 172 of these first-series road cars, followed later by just 21 with 450 PS. This 1996 car is one of the 430 PS originals, finished in blue with a two-tone black and blue leather interior and showing 55,860 km, roughly 34,700 miles. That's real use by GT2 standards, and personally I'd rather see one of these driven than stored. At USD 2,399,995, though, the badge only gets you so far. With 172 cars in the series, each one gets priced on its own history, originality and specification, and the listing doesn't go deep on any of that yet. Graham Rahal Performance is the place to ask, and the answers will decide whether this is simply a rare GT2 or an exceptional one. View Listing 2018 Porsche 911 GT2 RS Weissach GALLERY-EMBED Two decades on, the badges finally met. The 991 GT2 RS was the most powerful road-going 911 Porsche had built when it arrived: a 3.8-liter twin-turbo flat-six with 700 hp, sent to the rear wheels through a seven-speed PDK, with rear-axle steering and ceramic brakes as standard. The optional Weissach Package on this car is worth having for more than the look. Carbon roof, anti-roll bars and coupling rods, magnesium wheels and extra titanium hardware take off roughly 30 kg (66 lb). On paper this one is easy to like. One owner, 4,391 miles, carbon bucket seats and front-axle lift, with a red and black cabin that gives the car far more personality than the black paint does. West Coast Exotic Cars in Murrieta, California, is asking USD 729,990. The caveat runs opposite to the Carrera's here. Specification is covered in detail, chronology much less so, and the listing doesn't publish service records, accident or paint status, the original delivery market or an option-code sheet. That's not unusual for a dealer listing, but it's what you'd want in hand before committing at this level. Very low use over eight years also means tires, fluids and anything rubber deserve a close look, whatever the odometer says. View Listing

By Khris Bharath – September 23, 2026

Rare 1-of-16 Speed-Yellow 997 Porsche 911 GT2 Listed For Sale

A rare 2008 Porsche 911 GT2 finished in Speed Yellow has been listed for sale by Grand Prix Motors and is being offered here through duPont REGISTRY. Believed to be one of only 16 examples painted in the color, along with a black leather interior, carries an extensive list of factory options, further adding to its appeal within an already limited production run. The GT2 lineage dates back to the 993 of the mid-1990s, and it has traditionally sat at the top of the 911 range; the formula behind it is consistent across most generations. Porsche takes the era's 911 Turbo, ditches the all-wheel-drive system, adds power, and cuts weight until only the essentials remain. In effect, the model marries the focused chassis philosophy of the GT3 to the turbocharged power of the 911 Turbo. However, the reputation that came with it is older than the 997 itself. Some modern GT2s certainly pack the ingredients to be a "Widowmaker,". a nickname first attached to the 930 Turbo, and a nod to the demands of sending large amounts of boost to the rear wheels. Power comes from a twin-turbocharged 3.6-liter Mezger flat-six that produces 530 horsepower and 505 pound-feet of torque. The engine uses variable-turbine-geometry turbochargers, the same tech found on the contemporary 911 Turbos, tracing its architecture through Porsche's racing program to the 911 GT1. That drivetrain layout is the defining feature here, because the GT2 pairs considerably more power than the GT3 with rear-wheel drive along a six-speed manual and a curb weight of just 3,175 pounds, around 320 pounds lighter than the Turbo. Porsche Ceramic Composite Brakes, a titanium exhaust, and extensive use of composites accounted for further savings. The aerodynamic hardware is functional, with ram-air intakes integrated into the GT2's rear wing supports feeding combustion air to the engine. The distinctive gill-like outlets behind the rear wheels serve as intercooler outlet ducts, helping air flow efficiently through the intercoolers. Hydraulic steering, a notably mechanical manual shift, and firm suspension further give the GT2 a distinctly physical character by modern standards. The performance puts the 997 GT2 remarkably close to the Porsche Carrera GT halo supercar, with 0-60 mph taking just over 3.0 seconds and a top speed of 204 miles per hour, putting the 997 GT2 just one mile per hour shy of the V10-powered flagship. Two-time World Rally Champion and Porsche Works driver, Walter Röhrl, also reportedly lapped the Nürburgring Nordschleife in 7 minutes and 32 seconds, close to the Carrera GT's old time of 7:28, also set by Röhrl. While the market awaits a 992-generation GT2, older models are drawing collector attention. Amongst the analog-era cars, we have the water-cooled 996 and 997 model families. Notably, the 997 also marked the final time the GT2 family offered a manual gearbox, in the GT2 RS that followed, before the 991 GT2 RS arrived with only a PDK dual-clutch transmission. <- Gallery -> This brings us to this particular 997 GT2. As 1-of-16 finished in Speed Yellow, and one of just 214 for North America, it is among the rarest colors in an already small production run of roughly 1,270 examples built at Porsche’s Zuffenhausen plant in Stuttgart for the 2008 and 2009 model years. The bright color carries through to the interior with the seatbelts and stitching in contrasting yellow set against a full black leather cabin. The car is fitted with carbon-fiber bucket seats and carries a carbon interior package, carbon switch panels, carbon rear center console, and illuminated carbon door-entry guards. The accompanying Certificate of Authenticity also lists the Sport Chrono Package Turbo, Bose Surround Sound System, Navigation Module for PCM, carbon multifunction steering wheel, black-painted wheels, Porsche crests on the headrests, and more. With its rare Speed Yellow finish, extensive list of factory options, six-speed manual, and Mezger-powered performance, this 997 GT2 represents one of the most distinctive configurations. Click the link below to view the complete specifications, mileage, and price. View Listing Images: Grand Prix Motors, Porsche AG If you're interested in financing any other exotic car, be sure to get pre-qualified.

By duPont REGISTRY – September 18, 2026

Elferspot Spotlight: A Mid-Engined RUF, a Manual Anniversary 911 and Workshop 5001's First Car

Most Porsche shopping happens inside a fairly narrow band. You pick a model, settle on a year, sort by mileage, and go. What makes browsing Elferspot worth the time is everything sitting outside that pattern, the cars that only really make sense once somebody explains them to you. This trio needs the explanation. One is a mid-engined RUF wearing a finish that changes character depending on where you stand. One is a numbered factory special with three pedals, a thick folder of paperwork, and a signature from a Brumos legend. The last is a 1973 long-hood that looks almost stock and absolutely is not. Three Porsches, three completely different arguments for what makes one worth keeping. 2009 RUF CTR3 GALLERY-EMBED The CTR3 is the point where RUF stopped being a tuner in any meaningful sense. There is no 911 underneath it. The 3.8-liter twin-turbo flat-six sits ahead of the rear axle in a purpose-built mid-engine chassis, driving through RUF's own six-speed sequential manual transaxle, and the seller puts total production at roughly 31 cars since 2008. This 2009 example has covered 1,901 miles. Then there is the paint. Chroma Flash Hologram Matte does something genuinely strangeelfer in shifting light, and against a Sport Red interior it gives the car the kind of personality most low-mileage supercars have quietly optioned away. The rest of the specification is thorough rather than loud: carbon-ceramic brakes, a hydraulically adjustable front axle, leather-wrapped carbon seats, Grey Alcantara, RUF's own instruments and controls. One caveat worth flagging. The listing quotes 682 hp in the description and 701 hp in the structured specifications, so if the exact figure matters to you, get it confirmed by Young Motorcars in writing before you fall for the number. It changes nothing about how rare the car is. It is just the sort of thing you want settled early. View Listing 2014 Porsche 991 Carrera S 50 Jahre Edition GALLERY-EMBED Limited editions live or die on whether the individual car backs up the badge. This one does. Number 0906 of 1,963, Geyser Grey Metallic over Agate Grey with the model-specific houndstooth seat centers, 16,600 miles and, crucially, the seven-speed manual. Porsche built the 50th Anniversary on the Carrera S but handed it the wide Carrera 4 body, Fuchs-inspired Sport Classic wheels, Sport Chrono and PDCC, with 400 naturally aspirated horsepower going to the rear wheels only. What separates this one is the file that comes with it. Original window sticker, service records, both keys, previous Porsche CPO history and a recent DME report showing seven Range 1 ignition events, which is about as clean as these get at this mileage. Hurley Haywood has signed it, and that deserves a moment of thought, because a signature is permanent and a small slice of buyers would rather have the car untouched. Most will take the Brumos connection gladly. Beyond that it is front paint protection film and a hardwired radar detector, the second of which is an easy reversal if it bothers you. View Listing 1973 Porsche 911 Outlaw GALLERY-EMBED Marlon Goldberg left Singer and built this. Number 1 is the first complete car to leave Workshop 5001, and it was plainly meant to argue a point, because almost nothing about it shouts. Nardo Grey, narrow bodywork, steel wheels. Goldberg and John Bowman deliberately stepped around the wide-body, backdate-heavy formula that was taking over at the time. The original owner called it a "wolf in sheep's clothing" and eventually sold a 997 GT3 RS because he would rather drive this. Under the restraint sits real engineering. The 3.4-liter twin-plug flat-six makes north of 318 hp on Jenvey individual throttle bodies and a MoTeC M84, running through a rebuilt 915 gearbox with a limited-slip differential and KW three-way Motorsport coilovers. The chassis was stitch-welded and reinforced on a Celette bench, work Workshop 5001 puts at roughly USD 40,000 by itself and credits with a 15 to 20 percent gain in rigidity. It shows 7,870 miles since the build. Valuing it is the tricky part, since you are pricing a builder's reputation and a first car rather than a production number, and that is harder to benchmark than a numbered edition. The upside is how well documented it is. Elferspot's own feature on the car has Goldberg and the original owner on the record, which is more than most cars in this corner of the market can offer. View Listing

By Khris Bharath – September 18, 2026

Forbidden Fruit: 996.2 Porsche 911 GT3 RS With Rare Blue Accents Listed for Sale

The 996 generation of the Porsche 911 still carries a complicated reputation among enthusiasts. It introduced water cooling to the 911 and arrived with the controversial fried-egg headlights, two characteristics that have long influenced values of more common 996 variants. Those concerns matter considerably less with cars like this 2004 Porsche 911 GT3 RS listed by Graham Rahal Performance. What makes the 996.2 GT3 particularly noteworthy is that Porsche never officially imported or federalized the 996 GT3 RS for the United States, meaning examples that reached the country earlier relied on federal exemptions such as Show or Display. The 25-year import rule will eventually remove those restrictions for individual cars, with a 2004 example reaching that threshold in 2029. The car’s rarity is further enhanced by its color and graphics. Every production 996 GT3 RS left the factory in Carrara White, with the graphics, wheels, and accents finished in either red or blue. This particular example wears the scarcer of the two factory looks with the blue accents. Porsche never released an official color breakdown, but enthusiast registries estimate red outnumbered blue by roughly two to one, which would put the blue cars near 227 examples of the 682 units produced worldwide. The blue theme runs deep on this car, across the GT3 RS side graphics, the 10-spoke lightweight wheels, the seatbelts on the Recaro bucket seats, and the badging, all set against red brake calipers and the fixed carbon rear wing. <- Gallery -> Inside, the car keeps the classic five-pod instrument cluster with the tachometer front and center, exactly as a driver-focused Porsche of this era should. The Recaro buckets, the exposed roll cage, and the metal shifter for the six-speed leave no doubt about the car's intent. This is a stripped, mechanical, analog machine from the last era before electronic aids began filtering the experience. The 996 GT3 RS holds a distinction the later generations cannot claim outright. Introduced in 2003, it was Porsche's first modern GT3 RS, developed under Andreas Preuninger, the man enthusiasts know as ‘Mr. GT3,’ and it exists to homologate the 911 GT3 RSR for international GT racing. That singular racing purpose shaped nearly every decision about the car. It received a carbon-fiber hood and rear wing, a polycarbonate rear window, deleted sound insulation, a roll cage, and revised suspension geometry, all to shed weight and sharpen response. Power comes from Porsche's naturally aspirated 3.6-liter Mezger flat-six, which produces 381 horsepower and 284 pound-feet of torque. A close-ratio six-speed manual transmission works alongside a lighter single-mass flywheel, giving the engine a more immediate response. Performance figures include a 4.4-second sprint from 0-60 mph and a 190-mph top speed, while curb weight sits at approximately 2,998 pounds. With just 10,283 miles, this example combines the 996 GT3 RS's homologation roots with one of its less common factory color treatments. Its Mezger flat-six, six-speed manual transmission, lightweight construction, and competition-focused cabin capture the mechanical character that defined Porsche's earliest modern Rennsport models. View Listing Images: Graham Rahal Performance If you're interested in financing any other exotic car, be sure to get pre-qualified.

By duPont REGISTRY – September 11, 2026

Elferspot Spotlight: Three Porsches, Three Very Different Kinds of Rare

Rarity gets thrown around a lot in the Porsche world. Almost every listing has a production figure attached somewhere, and some of those figures deserve a raised eyebrow. What we look for at Elferspot is the car where the rare part genuinely matters, where it changes how the car looks, drives or feels to own, and where the paperwork backs it up. This week's three all clear that bar, just from very different directions. One is a 997 you'll spot from the far end of a parking lot. Another is a 993 most people would walk straight past. The third is a RUF so thoroughly personal that you'll either love it on sight or need a minute to work out what you're looking at. 2011 Porsche 911 Carrera GTS in Paint to Sample Riviera Blue GALLERY-EMBED Riviera Blue is what stops you. According to the seller, only five 997 Carrera GTS Coupés were painted in this Paint to Sample color worldwide, and this German-market example still wears its original finish, with an accident-free history and maintenance kept entirely within the Porsche service network. Automotive Passion GmbH in Appen, Germany, is offering it with 121,174 kilometers on the clock, which we'd count in its favor. A PTS GTS that has actually been driven is far easier to enjoy than one that has spent its life as a delivery-mile ornament. The spec behind the paint holds up, too. Porsche introduced the Carrera GTS in 2010 as the bridge between the Carrera S and the GT3, giving it the wider body, center-lock wheels and a naturally aspirated 3.8-liter flat-six rated at 408 PS. This one has the dynamic options you'd hope for, with RS Spyder wheels, Sport Chrono Package Plus, the sports exhaust, PASM and a mechanical limited-slip differential all ticked, while the cabin pairs black full leather with an Alcantara headliner and Porsche Exclusive touches like stainless-steel door sills and embossed crests on the headrests. The caveat is the gearbox. It's PDK, and a good share of 997 buyers will only look at a six-speed manual. If you're not one of them, this is one of the most desirable naturally aspirated Carreras of the generation in a color you'll almost never see twice. View Listing 1995 Porsche 911 Carrera 2 With the Factory X51 3.8-liter Engine GALLERY-EMBED Black, narrow-bodied, no wing. Park this 993 Carrera 2 at any Porsche meet and most people would stroll right past it, which is exactly what makes it fun. Porsche fitted it from new with the X51 factory Motorsport engine package, taking displacement from 3.6 to 3.8 liters and output to 285 PS while keeping the early non-Varioram architecture. The seller, Popea Auto Collec in France, estimates that roughly 80 Carrera 2 X51 cars were built. Treat that number as theirs, but it goes a long way toward explaining why you so rarely see one come up for sale. The rest of the option sheet is unusually serious for a standard-bodied Carrera. Alongside the X51 you get the 033 sports suspension, option 220's 40 percent limited-slip differential, the six-speed G50/21 gearbox and 17-inch Cup wheels, and code 09991 points to Porsche Exclusive involvement. Air conditioning, heated seats and an electric sunroof suggest the first owner wanted the engine without giving up any comfort, which we find oddly charming. Now the honest part. At 209,500 kilometers this car has been used properly, the seller openly acknowledges age-related imperfections in the body, and the chassis now runs Bilstein B16 suspension with reinforced H&R anti-roll bars, a change that will please a driver more than an originality purist. What steadies the picture is the file: a service booklet, invoices from Porsche Centers and recognized specialists, and a recent round of work covering the clutch, brakes at both ends, rear tires, the air-conditioning condenser, plugs and fluids. Just under EUR 100,000 for a matching-numbers X51 manual with that kind of history is hard to argue with. View Listing 2002 RUF 3400S in Light Purple Opal and Amparo Blue GALLERY-EMBED Then there's this. The paint on this RUF 3400S starts in Light Purple Opal at the nose and gradually becomes Amparo Blue Metallic toward the tail, and the idea doesn't stop at the bodywork. The convertible top is purple. The cabin mixes blue leather and Alcantara, the 996 GT3 bucket seat backs are finished in Amparo Blue Metallic, and even the brake calipers follow the progression, purple up front and blue at the rear. According to the listing, the first owner was close to the RUF family and chose the colors as a tribute to her own hair. You can think whatever you like about the result, but nobody can say it was done halfway. Under all that is a proper RUF. The 3400S started from the Boxster concept and moved well beyond it, with a 3.4-liter 996-derived flat-six tuned to around 305 PS, a six-speed manual, upgraded suspension and a dual exhaust. This car adds RUF mirrors, side skirts, 19-inch RUF wheels, a removable rear wing and a 996 GT3 front bumper, and it carries a genuine RUF chassis number, which is the first thing any collector should check. The seller states only twelve 3400S examples were built. It has covered 75,700 miles with three owners, and it comes with invoices, manuals, spare keys and a service record spanning RUF Automobile, Porsche Centers and specialists in the UK, Germany and South Africa, plus a full restoration by Black Falcon in Meuspath between 2015 and 2019 that cost more than EUR 25,000. The obvious caveat is that a specification this personal narrows the pool of buyers to people who truly love it. For the right person, that's the whole point. View Listing

By duPont REGISTRY – September 04, 2026

Elferspot Spotlight: Three Porsches That Keep Their Best Details Hidden

Some weeks the three cars line up so neatly you could write the headline before you write the piece. A color story, a Paint to Sample run, a decade. This week refused to cooperate. What came out of the Elferspot listings was a Guards Red air-cooled Turbo, a silver 904 with a competition record most museums would envy, and a black 911 Dakar. On paper, nothing connects them. Spend a few minutes with each one, and the link shows up anyway. Not one of these cars tells you what it is from twenty feet away. The Turbo reads as a nice red 993 until you get into the option codes. The 904 reads as a 904 until you read the entry lists. The Dakar has quietly declined the livery that sells most of them. All three keep the interesting material below the surface, in the paperwork, the build sheet, or the seats, and that is exactly the kind of car worth slowing down for. 1964 Porsche 904 Carrera GTS, Chassis 080 GALLERY-EMBED Chassis 904-080 does not need the usual preamble about why the 904 matters. Gianni Bulgari watched Briggs Cunningham race one at Sebring in early 1964, then bought this car straight from Porsche that spring. Weeks later, he and Maurizio Grana were leading the Targa Florio outright before suspension damage ended the run. Porsche repaired the car at the factory, and in June, Bulgari took it to the old Mugello road circuit and won. There was a win at Vallelunga too, and further podiums, before the car crossed the Atlantic and Sam Posey got hold of it. In February 1966, Posey shared 080 with Jim Haynes and Harry Theodoracopulos for eleventh overall at the Daytona 24 Hours. Racing Sports Cars records period entries at all of it independently, which matters, because history this good is worth checking rather than repeating. The present-day picture is just as interesting. The car has stayed with its current owner since 1988, was inspected by Porsche specialist Jochen Bader in May of this year, and is now European-tax-paid and road registered. It also comes with two engines. A RUF-rebuilt six-cylinder is fitted for use, while the original-style Typ 587/3 four-cam, rebuilt by Dr. Pohl, comes with the car. Be honest about what that means: the four-cam is central to the whole 904 concept, the bonded fiberglass body over a pressed-steel chassis, Porsche's first production car built that way, and the six in the back is a practicality decision rather than a purist one. Some buyers will want it swapped back on day one. Others will drive it exactly as it sits and be glad of it. Porsche records 106 four-cylinder cars, and this is one of the ones with a story attached, so the argument is really about how you plan to use it, not whether it is worth having. View Listing 1995 Porsche 911 Turbo WLS1 GALLERY-EMBED Guards Red on an air-cooled 911 is not news. What sits underneath it here is. This 993 Turbo left the factory in December 1995 with the X50/WLS1 power package, which took the 3.6-liter twin-turbo flat-six to 430 PS through a six-speed manual and all-wheel drive, and Porsche confirms that increase arrived with the 1996 model year. It was then specified further through Porsche Exclusive: XD7 for the front strut brace, XD9 for body-colored wheel centers, X70 for the stainless steel Exclusive door sills, with codes 09971 and 09981 marking the Exclusive build itself. That is a much more deliberate order than a standard Turbo with a power upgrade bolted to it. The seller states 183 factory X50 cars were built. Worth keeping attributed to them rather than treating as a settled production figure. The documentation does real work rather than just filling a folder. The car was collected at the factory in Stuttgart on December 4, 1995, saw early service at Sportwagen-Center Schmidt + Koch in Bremen, and picked up an Approved Used warranty from Porsche Zentrum Hamburg in 1999. Porsche specialists handled it after that; the stamped booklet is still with the car, and a pre-sale service this year included new Michelin Pilot Sports. It shows 108,000 kilometers, has matching numbers, is accident-free, was supplied new in German-market C00 specification, and the seller describes the paint as original. That last point is the one that carries the price, and it is also the one to look at closely in person, because original paint at this mileage is a claim worth verifying with your own eyes. If it holds up, the appeal is straightforward. Factory WLS1, Exclusive specification, matching numbers and original finish rarely turn up in the same car. View Listing 2023 Porsche 911 Dakar GALLERY-EMBED Most Dakars introduce themselves from the far end of the parking lot. This one does not. Finished in plain Black L041 with the Rallye Design graphics left off, it puts the whole job on the raised ride height, the all-terrain tires and the bodywork, and it works. The mechanical package is unchanged: 480 PS from the 3.0-liter twin-turbo flat-six, eight-speed PDK, all-wheel drive, off-road chassis tuning and Pirelli Scorpion All Terrain Plus tires, riding 50 millimeters higher than a Carrera on sports suspension, with another 30 available from the lift system. Production stopped at 2,500. Those numbers are useful here mainly because they explain why a black car with no livery still looks nothing like a regular 992. The restraint stops at the door handle. Inside are carbon full buckets with checked fabric centers, the same material in the door inserts, and sill inscriptions reading "In doubt, never lift" and "Are you sure?". Add the carbon roof, Sport Chrono Plus, PDCC, darkened Matrix LED headlights, heated sports steering wheel, surround-view camera, and roof rack preparation. One owner, German delivery, built in November 2023 as a 2024 model year car, first registered that January, accident-free and matching numbers per the listing, with a fresh service from Porsche Heilbronn in August. The catch, if you want to call it one, is the 11,950 kilometers on the clock, which puts it outside the delivery-mileage bracket collectors tend to chase. I would argue that is the point. This is a Dakar that someone has actually used, kept up to date at Porsche, and specified with a sense of humor rather than a spec sheet aimed at resale. View Listing

By duPont REGISTRY – August 21, 2026

Elferspot Spotlight: A Le Mans-Era 904, a Signal Yellow SC Targa and a 230,000 km GT3 RS

Elferspot tends to be at its best when the selection refuses to make a neat argument, and this round is about as broad as the marketplace gets. The Porsche-focused platform pulls collector-grade cars from dealers, specialists and private sellers across Europe and North America, and the three we picked this time sit at wildly different ends of the hobby. One is a seven-figure sports racing car with FIA papers. One is a usable G-Series Targa in a factory color you have probably never seen on one. The third is a modern RS with more miles on it than most family sedans ever see. What ties them together is that each one gets its identity from something other than presentation. The 904 has a competition file and a factory repair history. The SC has a Paint to Sample order sheet. The GT3 RS has fifteen documented dealer services and an odometer that most sellers would rather not talk about. Three cars, three completely different arguments for why a Porsche is worth owning. GALLERY-EMBED This $2.6 million Porsche 904 raced Reims, the Tour de France and Goodwood. Chassis 904-083 is interesting long before the USD 2,600,000 asking price enters the conversation. It went to French Porsche distributor Sonauto in April 1964 and then spent its early years being raced, hard, by Claude Barbier, Valentin Aldy and Cyr Febbraio, turning up at the 12 Hours of Reims, the Rallye des Ardennes and the Tour de France. Animoya Garage in Pontiac, Michigan, now offers the silver Carrera GTS with its FIA Historical Technical Passport and a continuous ownership record backed by period photographs and paperwork. Historic use continued well past the sixties, including outings at the Goodwood Revival and Tour Auto. That competition life is also why 083 is not an untouched early 904, and the listing is upfront about it. After an accident the car went back to the factory, which fitted a replacement chassis and body while retaining the engine, gearbox and running gear. It then took on the later Series 2 updates, and the seller states that only ten cars were converted in period. The fiberglass body was sympathetically restored in the 1990s after decades in Germany. The matching-numbers two-liter four-cam engine and gearbox are still with the car, though a 904/6 specification six-cylinder is currently installed so the car can be driven and competed while the original unit is preserved separately. Worth remembering what the 904 represented: it was Porsche's first production model with a fiberglass-reinforced plastic body and a key step toward the purpose-built mid-engined racers that followed. Buy this one for the history file, not for originality-purist bragging rights. View Listing GALLERY-EMBED Was this the only Porsche 911 SC Targa painted Signal Yellow? Color changes an SC Targa more than it has any right to, especially when the color came from the factory. This 1982 Canadian-delivery car was ordered Paint to Sample in Signal Yellow 1YH over black leatherette, and Scan Automotive in North Vancouver believes it may be the only SC Targa built in that shade. Take that claim as the dealer's read rather than documented fact, but the PTS order itself is the part that matters, and it gives the car an identity the moment you walk up to it. Three owners, matching numbers, 135,200 kilometers, USD 94,000. The order sheet had more on it than the paint. A 930 rear spoiler was specified from new and still comes with the car, although a standard engine lid is fitted at the moment. Silver 15-inch Fuchs, a stainless Targa bar and chrome brightwork give it an odd and rather appealing mix of late G-Series mechanicals with earlier visual cues. Changes since delivery are minor and easy to undo: a Momo Prototipo wheel, a Bluetooth-capable radio, Rest-of-World rear bumperettes. Mechanically, this is the mature SC, the 3.0-liter in its final 204 PS European specification with a manual gearbox and rear-wheel drive, up from 180 PS and then 188 PS earlier in the run. The one thing missing is paperwork. The listing does not publish a detailed service chronology, and at this money you would want to see one. This is a driver's G-Series Targa with an unusual order sheet, not a preservation-grade car, and it is priced and presented accordingly. View Listing GALLERY-EMBED 143,000 Miles in a GT3 RS? Porsche still gave it an approved warranty. Almost every 991 GT3 RS listing opens with how little the car has been used. This Lava Orange example does the opposite and leads with 230,884 kilometers, which is roughly 143,000 miles in a car most owners treat as a weekend appointment. Jurjens Automotive in Meppel, the Netherlands, is asking EUR 129,900. Two owners, accident-free, matching numbers, and here is the part that makes it work: every recorded service was carried out by authorized Porsche dealers, and the car is still covered by Porsche Approved warranty through April 2027. The service file is what turns that odometer reading from alarming into genuinely compelling. Fifteen Porsche dealer visits are listed between January 2016 and May 2025, starting at 10 kilometers and running through 219,991. The specification is serious too, with PCCB ceramic brakes, front-axle lift, rear-axle steering, PASM, Porsche Torque Vectoring Plus, carbon buckets, the Clubsport Package, Sport Chrono, black PDLS+ LED headlights and a lot of carbon trim, currently on Pirelli P Zero Corsa N2 tires. Underneath it all is the first-generation 991 RS package as Porsche launched it in 2015: naturally aspirated 4.0-liter flat-six, 500 PS, seven-speed PDK, magnesium roof, carbon body panels, 918 Spyder-derived buckets, 3.3 seconds to 100 km/h. Be clear-eyed about what high mileage does to resale on a car like this, because the next buyer will price it the same way you are. But if you want an RS to drive rather than store, this is the one in the market that has already proven the concept works. View Listing

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